Metallic underframe for passenger-cars.



. PATENTED JUNE 19,.;15106. A. STUGKI.

METALLIC UDERPRAMEKPOR PASSENGER GARS. APPLICATION FILED 0.0124. 1903'.

Egg. 2.

'Nm 824,084'. PATENTBD JUNE 19, 190.5.'

A. STUGKI METALLIC UNDERPRAME FOR PASSENGER GARS.

APPLICATION 'ILED 0OT.'24. 1902.

2 SHEETS-SHEET 2.

l To a/ZZ whom t may con/cern:

.'uNrlinny srngns -PnrnNr ormoni.

ARNoLn sruoxi, or' ALLEGHENY, rENNsrvANIA, AssiGNoR To sTAND--,

y ARD-STEEL CAR COMPANY, OF PITTSBURG, PENNSYLVANIA, A lCOR-- PoRATioN or PENNsYLvANiA.

METALLIC; UNDERFRAME Fon |=AssENe.Eliz-cime..`

Speccation of Letters Patent.

Patented ,rune 19, 1906.

Application iiled October 24, 1902. Serial No. 128,645.

Beit known that I, ARNOLD STUoKI, aicitilzen ofthe United States, 'residing at Allef gheny, in the county of Allegheny and State of Pennsylvania, have invented a certain derframes for Passenger-Gars,- of which the yfollOWing is a full, clear, and exact description. v

The object of this invention is to provide a metallic underframe` for railway passengercars, and especially toautilizvevpressed-steel shapes in the construction of such underframes, and While it "i's preferred to use :pressed-steel shapes it'is to be understood A that such shapes may be replaced wholly or l1n part in the present invention' by rolled or other commercial shapes or castings.

l carrying out the invention by means of pressed-steel shapes there are used longitudinal sills, some or alliof which may be bellied,

as in the common freight-car construction,

s.. lates of novel construction, said face-plates .framed in the' underframeQl andthe center sills are extended continuously from end. to` end ofthe car Iend sills proper and are supplied with faceeing connected with bolsters by auxiliary longitudinal sills and the bolsters being These faceplates may be utilized to receive arts of the vestibules. The side sillsy exten above the center sills and body-holsters a'nd have ap lied to them externally wooden stringers, W 'cl1,

. with other stringers laid upon the bolsters and intermediate transoms or diaphragme, receive the wooden flooring, andthe side sills are set in from the sides of the cars, so as to be as mconspicuous as possible. The end sills are composed ofy flanged sections secured between the various longitudinal sills and covered by top and bottom plates." 4The ends of the car are constructed with easilyinterchangeable parts, so as'to provide for ready repairs. l 1 A In the accompanyingl drawings, illustrating the invention, in the several flgures'of which like parts are similarly designated, Figure 1.

is a top plan view and partial horizontal section o one end of the car. Fig. 2 is a side elevation. Fig. 3 is an end view of the faceplate. Fig. 4 is a transverse section through the bolster.` Fig. 5 isa front elevation of the' end sill. Fig. 6 is a top plan view ofthe end Fig. 5.

eWaDduSeful Improvement in MetallicUnand beyond the sill. Fig. 7 is a bottom plan view of the end sill. Fi Sis a cross-section of they end sill, taken su stantially in the plane of- Fig. 9 is a top plan view of. plate. face-plate.' Fig. 11 is a transverse section of the face-plate, taken substantially in the plane of line C D, Fig. 9.

line A B,

thev face- Fig. 10 is a bottom plan view ofthe.

The side sills 1 inthe preferred construe l tion are bellied,V as indicated in Fig. 2, so as to serve not. only as such sills, but also to take the place of .usual truss-rods, and vthese side sills extend, by from end sill to en The center sills 2 may be of uniform crosssection or bellied, as preferred, and these center sills'extend continuously from end to end reference, continuously sill of theunderframe.

of the frame andbeyond the end sills. v'The several longitudinal sills are connected' by body-holsters built in between them and comprising, essentially, pairs of flanged diaphragms 3, arranged between the side sills and the center sil s, and` other flangedl dia'- phragms 4, arranged between the center j sills, together with top and bottom coverplates 5 and 6, respectively, riveted to the flanges ofthe. pairs of diaphragms.

Auxiliary longitudinal sills 7 are secured.

'to thebolsters and Iproject thence beyond the ls. 'Flanged diaphragrns` A face-plate 12 is mounted upon the aux.y l

iliary sills 7 and upon bars113, spliced to the center sills, and these splice-bars are used so that in `case of damage to the ends ofthe car repairs may be more readily made than would be possible were the center sills extended entirely out to the face-plates.'L The face-plate in the preferred construction is of pressed steel, so as to be readily interchangeable, and it has a vertical wall 14,taperin toward the ends 15, and a protruding centra l portionl, recessed below at 17, so as to provide vfor the reception of the coupling, and not only does the face-plate taper from a perpendicular plane, but it also tapers from a.

iii?

horizontal plane, as indicated, respectively, in Figs. 1, 3,9, and 1`0. The outer. ends 15 may be reinforced by angle-bars 18. The top flange 19 and bottom flange 20 are of considerable Width, so as to obtain stillness, cover in the ends of the longitudinal sills With which the facelate is connected, and also. to aHord room or the erection of the vestibules. The face-plate takes the place of the two heavy timbers formerly used in Wooden vestibules. It receives the brakeniast and forms a finish for the end of the` car. The top flange of the face-plate forms a convenient place upon which to rivet thel four uprights of the vestibule iront Wall, thus making the shifting of the front wall Well nigh impossible. This top liange also forms a medium to receive one side of the ste s, the other side being secured to theend Wa l. The face-plates are securely riveted to the auxiliary sills 7 and to the splice-bars 13 of the center sills. Each end platformv is carried by the center sills and the two auxiliary sills, and a further function of these auxiliar sills' is to transmit part of the end shocks irectly to the bodybolsters.

The side stringers 21 partly cover the side sills, being placed externally u on them and supported 1n position thereon y Z-bars 22, Whi e the intermediate center stringers 23 rest directly on top of the diaphragms and body-holsters and Within the horizontall plane 0f the side sills an'd side stringers. In order to hide the side sills as much as possible, they are located inside of the side stringers, and thus the a pearance of the car is improved. As Wi' be observed in Fig. 4, the tops of these side sills extend above the tops of the center sills, and thus they are lost Within the side construction of the cars and are given an appearance oit less depth than they have in reality and are rendered less con.- spicuous.

Some of the details of the vestibule are shown in Fig. 1 but as they are of any approved construction their description is deemed unnecessary, and the same is true oithe end buifenplate. @ther parts shown and not particularly described may be of usual or approved construction.

, As already sufficiently indicated, the invention is not limited to the use of pressedsteel parts or to built-up parts.

While the underirame is especially ada ted and designed for passenger-cars, it is aso susceptible of adaptation for freight-cars,

and the invention herein claimed i inti-tnded to be corres ondingly comprehensive.

What l c aim is- 1. A metallic underiranie, comprising!v conf ter, side and auxiliary .sills connected together transversely, and end sills composed oli 'flanged diaphragnis interposerlt lwtwlzen the various longitudinal sills and secured to then-1, and provided with top and bottoni cover-plates united therewith, the winter and auxiliary sills projecting beyond the end sills `and ada ated to receive a vestibule.

2. A meta lic underlrame, comprising center., side and auxiliary sills connee --;l together transversely, end sills composed of anged diaphragins interposed between. the various longitudinal sills and secured to them and provided with top and bottom cover-plates united therewith, the center and auxiliary sills projecting bevond the end sil-ls, and faceplates each having iront walls provided with inclined ends, a recess to receive the coupling, and top and l.i-.:tl'.o1n langes.

3. A lace-plate 12, of pressed steel, having a vertical wall 14 tapering rearwardly and from below upwardly toward its outer ends, a protruding central portion 16 recessed beneath at 17 and having a top llange lll and a bottom iiange 20, and adapted to receive the coupling, the1 center and auxiliaryA sills. the vestibule l'ront wall and the steps ol :i pas senger-car.

4. A metallic undcrlrame for ears, coniprising center sills, side sills, holsters, and end sills, framed together, t'hc side sills extending above the level ofthe center sills and holsters, and provided with wooden stringers near their upper edges to receive the side framing oi the car.

5. A metallic underiranie 'For ears, coniprising side sills, center sills, connectingbolsters, and auxiliary longitiulinnl sills extending from the bolster outwardly beyond the end sills, and end sills framed in between the longitudinahsills, and a face-plate con nected directly to the auxiliary sills and spliced to the center sills.

In testimony whereof l have hereunto set my hand this 4th day of September, A. l). 1902..

ARNOLD STU CKl.

Witnesses:

W. L. CARR, J. C. LANGFITT.

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